Wheel stop



June 25, 1963 s. w. HAYES 3,094,945

WHEEL STOP Original Filed March 25, 1957 3 Sheets-Sheet 1 INVENTOR.

iTAA/LEY W. HAYES Mum), (Mei mmew, PmMm/wmd W714 5. w. HAYES WHEEL STOP- June 25, 1963 4 Original Filed March 25, 1957 3 Sheets-Sheet 3 INVENTOR. jTAA/LEY W HAVE; BY Mum), Kale/imam @fldm w/fififiu United States Patent 3,094,945 WHEEL STOP Stanley W. Hayes, Wayne Township, near Richmond, Wayne County, Ind., assignor to Hayes Track Appliance Qompany, Richmond, Ind, a corporation of Indiana ()riglnal application Mar. 25, 1957, Ser. No. 648,120, now Patent No. 3,045,238, dated July 10, 1962. Divided and this application Apr. 16, 1962, Ser. No. 187,485

3 Claims. (Cl. 104259) The present invention is directed to a new and simplified wheel stop of the type sometimes referred to as Scotch block or the like used on railway tracks. More particularly, it is directed to a type of wheel stop adapted to slide along the rail and provided with portions extending below the base of the rail into abutting relationship with the ties and'ballast. Wheel stops of this character with portions extending below the base of the rail and arranged to slide along the rail under car Wheel impact provide a cushion stop for the car wheels because theforce of the impact is transmitted to ties and to the ballast. When the stop is struck by a moving car wheel, it moves along the rail and moves the tie in the ballast and may even compress the tie somewhat so that there is provided a shock absorbing resistance that minimizes the danger either to the car or to the rails or to the stop itself.

The instant application is a division of application Serial No. 648,120, filed March 25, 1957, and which matured into Patent 3,043,238, dated July 10, 1962.

The primary object of the present invention is to provide a new and improved wheel stop of the character set forth above which is strong and rugged and can be made simply and inexpensively.

A further object of the present invention is the provision of a new and improved stop of the aforesaid character having a novel and improved structure for transmitting the force ofimpact to the ties and ballast.

In brief, the wheel stop of the present invention includes abutment structure, such as a plate, having two spaced apart wheel abutments, one of which is spaced a short distance above the top of the rail head, and the other of which is located at the upper portion of the stop and which abutment structure is supported for sliding movement on top of the rail head. The abutments are also so constructed that when both are engaged the stress of impact is transmitted rearwardly and downwardly at an angle of about forty-five degrees. The wheel stop includes holding and guiding means adapted to engage the opposite underside of the rail head in such manner as to hold the wheel stop upright but not to prevent sliding under car wheel impact. The stop includes also novel structure extending downwardly at opposite sides of the rail from the abutment means down below the base of the rail head on opposite sides of the rail, which structure transmits the force of impact to the ties and ballast to provide a cushion stop. This structure includes a generally U-shaped bracket secured to the rear edge of the abutment plate having its dependent portions extending into the road bed at opposite sides of the rail. A horizontal base plate is disposed at the lower edge of the abutment plate for seating upon the rail and it extends from the holding and guiding means to the bracket. Diagonal plates, one at each side of the stop, are secured to the underside of the base plate and extend between and abut against the holding and guiding means and the dependent portions of the bracket.

The invention, both as to itsorganization'and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following detailed description taken in connection with the accompanying drawings, in which:

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FIG. 1 is a side elevational view of a wheel stop constructed in accordance with the present invention;

PEG. 2 is a front elevational view of the wheel stop of FIG. 1, the view being along the line 22 of FIG. 1;

FIG. 3 is a sectional view of the wheel stop of FIG. 1 taken along the line 3-3 thereof;

FIG. 4 is an enlarged sectional view taken along the line 44 of FIG. 1;

FIG. 5 is an enlarged sectional view taken along the line 5-5 of FIG. 1; and

FIG. 6 is an exploded isometric view of the wheel stop with the side brackets omitted.

The Wheel stop of the present invention, indicated as a whole by the reference character 10, includes a wheel abutment constituted primarily by a vertically disposed metal plate 12. The stop includes also a bracket structure indicated by the reference character 14 extending outwardly at opposite sides of the rail and downwardly to below the base of the rail, which is indicated by the reference character 16 and mounted on spaced apart ties 18 in usual manner. The stop includes also holding and guiding means 26 engaging the opposite undersides of the rail head to hold the abutment vertical upon the rail and to guide it when it is moved under car wheel impact.

It should be understood that while only one stop has been illustrated, it is contemplated that two stops will be used in the usual installation, one stop for each rail. The

' stops will also be arranged to abut against a single tie so that both the stops will be simultaneously engaged by the wheels of a car.

The wheel abutment 1 2. is preferably made from a single piece of metal plate having a thickness of about one inch. The forward edge of the abutment, which is indicated by the reference character 22, is constructed and arranged to provide two spaced apart wheel abutments 24 and 26, of which the former is the upper abutment and the latter the lower one. The lower abutment 26 is at the front edge of the plate 12 and quite near the upper surface of the rail 16, while the upper abutment 24 is at the upper end of the abutment and rises only to a height of fourteen inches above the upper surface of the rail. The upper abutment 24- is constituted by a substantially straight portion having a length of about one and one-half inches and is disposed at an angle of about twelve and one-half degrees from the vertical. The lower abutment 26 is constituted by a substantially straight portion having a length of about one-and one-half inches, disposed at an angle of about thirty degrees relative to the horizontal, 'and located at a height extending from one and one-half to two and one-half inches above the track. The abutments are separated by an intermediate arcuate or recesse-d portion 27 so that a wheel will contact only the lower stop 26 or both the upper stop 24 and the lower stop 26. The foregoing construction separates the two abutments a maximum distance for a low wheel stop and has been found to be effective in stopping a wheel and at the same time it prevents the wheel from jumping over the stop even though the stop itself is quite low. The abutments are so arranged that a wheel contacting both is in complete abutting engagement with both abutments, as shown diagrammatically in FIG. 1, and raised above the track. The wheel is prevented from rising and going over the stop and the stress of impact is transmitted to the rear and downwardly at an angle of about forty-five degrees. I

The plate 12 is illustrated as. generally triangular in shape. In addition to the two abutments 24 and 26 and the intermediate recessed portion 27, it includesa low front vertical edge 30, a short generally horizontal upper edge 23, an inclined straight rear edge 34, and a low vertical edge 36. The bottom is generally horizontal but is cut away as indicated by the reference character 33 for the reception of a horizontal base plate 40 extending some distance beyond the opposite sides of the top of the rail head.

In accordance with the present invention, the force of the wheel impact is transmitted to the ties and ballast by novel structure including the bracket structure 14 and associated plate structures. This bracket structure, as best noted from FIG. 6, takes the form of a generally U-shaped saddle having downwardly extending legs 42 and 44 at the opposite sides of the rail and spaced apart a sufficient distance to clear the base of the rail 16. The upper portions of the saddle are made stronger and spaced apart a lesser distance in order fairly closely to receive the rail head, as best illustrated in FIGS. 3 and 4. The top of the rail is straddled by a transverse or bight portion 46 which is welded to the rear vertical surface or edge 36 of the abutment plate and to the rear edge of the transverse horizontal plate 40. Additional strength and rigidity is provided and the forces of impact are transmitted to the dependent leg portions 42 and 44 of the bracket 14 by the somewhat triangularly shaped and diagonally located plates 48 and 50 which are welded to the dependent leg portions and to the underside of the horizontal plate as best shown in FIG. 3. The diagonal plates are provided with relatively short transverse front edges 52 abutted against the holding and guiding means 24 The clamping and guiding means 20 includes the opposed clamping elements 60a and 60b movably mounted at opposite sides of the rail head to engage the opposite undersides 62 of the rail head. The elements are hingedly or pivotally mounted on hinge shafts 64 which may be fixedly secured to opposite sides of the abutment plate by mounting or supporting braces 66 welded at their inner edges to the opposite sides of the abutment plate. The braces have spaced parallel portions 66a and divergent portions 66b and the rear portions 66a are welded to the short edges 52 of the diagonal plates 48 and 50 thereby materially to strengthen the stop. The braces have cut out portions 68 at their inner lower corners to provide space for the rail head. The shafts 64 extend through aligned openings in the braces and the projecting portions are Welded to the braces, thereby to provide a rugged and strong support for rotatably receiving the clamping elements 60a and 60b. The shafts are so welded that their axes are parallel to the rail and so that the clamping elements move in a plane substantially at right angles to the rail.

The clamping elements are generally circular in configuration to make them sturdy in construction. A portion of the periphery of each is cut away to provide a generally radial rail engaging surface 70 and a somewhat similar surface 72 for cooperation with the cam means 74 which are provided for locating and positioning the clamping element as will be described shortly. The surface 70 is sufficiently long to engage the undersides of the rail head of the largest rail for which the top is designed. The sur faces 72 are inclined somewhat for better cooperation with the cam. The clamping elements may be made of high strength alloy steel in order to provide adequate strength. The pivot shafts are substantially below the tops of the rail head, being generally in the plane of the head. The clamping elements are also supported ofi center.

The clamping elements are adjusted and held in adjusted positions by the cam means 74. This means includes the separate cam elements 74a and 74b individually rotatably mounted at opposite sides of the plate 12 upon a cam shaft 76 mounted upon the abutment plate substantially centrally between the divergent portions of the braces, the divergent portions providing space for the cam so that it can be located in close proximity to the clamping element. The cam shaft 76 extends through an opening 77 in the abutment plate 12. The cams are actually in the form of circular wedges. Each has secured in its central opening, as by welding, a wedge ring 78 journaled on the cam shaft. The cams are held on the shaft by wedge shaft washers 80 welded to the opposite ends of the shaft. The circular wedges or cams have laterally inclined outer surfaces 82a and 82b which engage the radial and inclined surfaces 72 of the clamping elements. Thus, as the cams 74 are rotated, the clamping elements are moved about their shafts. The wedges are, as already indicated, individually movable so that the clamping elements can be moved a different extent to provide the necessary clamping action even if the rails are of different dimensions as the results of wear or the like.

The clamping elements and cam wedges are held in adjusted position by a single locking element 84 taking the form of a straight wedge. As best shown in FIG. 5, the wedge extends through an opening 87 in plate 12 above the cams. Its upper inclined surface 86 bears against the plate and the opposite ends of the lower straight side 88 bear against the peripheries of the cams. Thus, as the wedge is driven into place, the cams and clamping elements are securely locked in place.

The wedge 84 is constructed so that it cannot be removed from the stop. Thus, one end is made larger than the opening 87 and the other end is provided with a transverse bar 90 of the length greater than the largest dimension of the opening. The result is a wheel stop that has no removable parts.

It is apparent from the foregoing detailed description of the present invention that the wheel stop of the invention can be constructed and fabricated readily from a plurality of pieces of bars and plates, all of which can be cut and readily welded to produce the wheel stop. Installation of the stop or of a pair of stops on the rails is accomplished in a very easy manner. All that is necessary is to open the clamping means and to place the i stop astraddle of the rail and with the lower portion of the leg portions 42 and 44 of the impact transmitting bracket disposed adjacent the tie, as best illustrated in FIG. 1. The wheel stop is held in central and vertical position on the rail by the clamping elements 60a and 60b. The circular wedge cams are turned to a light bearing such that the wheel stop as a whole may shake slightly sidewise at the top. The locking wedge 84 then is tapped or struck sufficiently so that it bears on the main plate and the two circular wedges. When this is done the Wheel stop is then vertical and loose enough to move easily on the rail. If it is desired to move the wheel stop, it may be readily loosened. All that is necessary is to loosen the locking wedge after which the circular wedges are turned to free the clamping elements and the latter are then moved so as to free the wheel stop from the rail head. The wheel stop is light so that if it is desired, it may :be readily used as a portable stop. Also, the structure including the rear saddle 14 secured to the rear edge 36 of the plate and strengthened by the diagonal plates 48 secured to the underside of the horizontal plate 40 and extending between the saddle and holding means, provides a single and effective construction.

When the wheel stop is struck by a wheel, the lower abutment 26 may be either first or only engaged by the wheel. If the car and wheel move at a relatively low rate, this abutment may be engaged. It should be noted that this lower abutment is relatively low in comparison to the height of the wheel and inclined somewhat so that it has a tendency to lift the wheel. However, if the car wheels are traveling with suflicient momentum, the wheel will be lifted by the abutment 26 until it strikes the top abutment 24 which is located a substantial distance to the rear as well as above the lower abutment. The two abutments are separated by the intermediate recessed portion 27 which is configured and dimensioned so as not to be engaged by the rail wheel. There will, therefore, be no tendency for the wheel to climb along the stop and it has been found in practice that stops constructed as described and illustrated are very effective in stopping cars.

The stress of impact of a car Wheel is transmitted rear wardly and downwardly at an angle of about forty-five degrees onto the track and against the ties and ballast to provide an efiective cushion stop of the car.

While the present invention has been described in connection with the illustrated devices, it should be understood that the details thereof are not intended to be limitative of the invention except insofar as set forth in the accompanying claims.

What I claim as new and desire to secure by United States Letters Patent is as follows:

1. A wheel stop adapted to be installed upon a rail, including in combination, wheel abutment structure comprising a generally triangular plate having a forward edge defining wheel abutment means and a low rear edge adapted to be mounted on top of the rail, generally U- shaped bracket structure secured to the rear edge of said plate straddling the rail and having portions extending into the road bed at opposite sides of the rail, guiding and holding means secured to said abutment structure forwardly of said bracket structure for holding the stop seated upon the rail, diagonally disposed plates, one at each side of the stop, and means securing said plates to the triangular plate, bracket structure and guiding and holding means.

2. A wheel stop adapted to be installed upon a rail,

including in combination, wheel abutment structure comprising a generally triangular plate having a forward edge defining wheel abutment means and a low rear edge adapted to be mounted on top of the rail, bracket structure secured to the rear edge of said abutment structure and having dependent portions extending into the road bed at opposite sides of the rail, and guiding and holding means secured to said abutment structure forwardly of said bracket structure for holding the stop seated upon the mail, and a horizontal base plate at the lower edge of said abutment plate seated upon the top of the rail head and extending tfirom near said guiding and holding means to said bracket structure.

3. A wheel stop as claimed in claim 2, including diagonal plates at opposite sides of the rail secured to the underside of said base plate and extending between and abutting against the said guiding and holding means and said dependent portions of the bracket structure.

References Cited in the file of this patent UNITED STATES PATENTS 2,441,148 Hayes May 11, 1948 2,441,193 Hayes May 11, 1948 3,043,238 Hayes July 10, 1962 

1. A WHEEL STOP ADAPTED TO BE INSTALLED UPON A RAIL, INCLUDING IN COMBINATION, WHEEL ABUTMENT STRUCTURE COMPRISING A GENERALLY TRIANGULAR PLATE HAVING A FORWARD EDGE DEFINING WHEEL ABUTMENT MEANS AND A LOW REAR EDGE ADAPTED TO BE MOUNTED ON TOP OF THE RAIL, GENERALLY USHAPED BRACKET STRUCTURE SECURED TO THE REAR EDGE OF SAID PLATE STRADDLING THE RAIL AND HAVING PORTIONS EXTENDING INTO THE ROAD BED AT OPPOSITE SIDES OF THE RAIL, GUIDING AND HOLDING MEANS SECURED TO SAID ABUTMENT STRUCTURE FORWARDLY OF SAID BRACKET STRUCTURE FOR HOLDING THE STOP SEATED UPON THE RAIL, DIAGONALLY DISPOSED PLATES, ONE AT EACH SIDE OF THE STOP, AND MEANS SECURING SAID PLATES TO THE TRIANGULAR PLATE, BRACKET STRUCTURE AND GUIDING AND HOLDING MEANS. 